US20230339518A1 - Method for Operating an Assistance System of an at Least Temporarily Autonomously Operable Vehicle - Google Patents

Method for Operating an Assistance System of an at Least Temporarily Autonomously Operable Vehicle Download PDF

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Publication number
US20230339518A1
US20230339518A1 US18/027,996 US202118027996A US2023339518A1 US 20230339518 A1 US20230339518 A1 US 20230339518A1 US 202118027996 A US202118027996 A US 202118027996A US 2023339518 A1 US2023339518 A1 US 2023339518A1
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vehicle
vehicle occupant
asleep
occupant
information
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Sebastian Hergeth
Frederik Naujoks
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Bayerische Motoren Werke AG
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Bayerische Motoren Werke AG
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Assigned to BAYERISCHE MOTOREN WERKE AKTIENGESELLSCHAFT reassignment BAYERISCHE MOTOREN WERKE AKTIENGESELLSCHAFT ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: Naujoks, Frederik, Hergeth, Sebastian
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/14—Means for informing the driver, warning the driver or prompting a driver intervention
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W60/00—Drive control systems specially adapted for autonomous road vehicles
    • B60W60/005—Handover processes
    • B60W60/0053—Handover processes from vehicle to occupant
    • A—HUMAN NECESSITIES
    • A61—MEDICAL OR VETERINARY SCIENCE; HYGIENE
    • A61B—DIAGNOSIS; SURGERY; IDENTIFICATION
    • A61B5/00—Measuring for diagnostic purposes; Identification of persons
    • A61B5/48—Other medical applications
    • A61B5/4806—Sleep evaluation
    • A—HUMAN NECESSITIES
    • A61—MEDICAL OR VETERINARY SCIENCE; HYGIENE
    • A61B—DIAGNOSIS; SURGERY; IDENTIFICATION
    • A61B5/00—Measuring for diagnostic purposes; Identification of persons
    • A61B5/68—Arrangements of detecting, measuring or recording means, e.g. sensors, in relation to patient
    • A61B5/6887—Arrangements of detecting, measuring or recording means, e.g. sensors, in relation to patient mounted on external non-worn devices, e.g. non-medical devices
    • A61B5/6893—Cars
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/08—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to drivers or passengers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/14—Means for informing the driver, warning the driver or prompting a driver intervention
    • B60W50/16—Tactile feedback to the driver, e.g. vibration or force feedback to the driver on the steering wheel or the accelerator pedal
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W60/00—Drive control systems specially adapted for autonomous road vehicles
    • B60W60/001—Planning or execution of driving tasks
    • B60W60/0013—Planning or execution of driving tasks specially adapted for occupant comfort
    • B60W60/00133—Planning or execution of driving tasks specially adapted for occupant comfort for resting
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W60/00—Drive control systems specially adapted for autonomous road vehicles
    • B60W60/005—Handover processes
    • B60W60/0057—Estimation of the time available or required for the handover
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/221—Physiology, e.g. weight, heartbeat, health or special needs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/229—Attention level, e.g. attentive to driving, reading or sleeping
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/26—Incapacity
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2555/00—Input parameters relating to exterior conditions, not covered by groups B60W2552/00, B60W2554/00
    • B60W2555/20—Ambient conditions, e.g. wind or rain
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2556/00—Input parameters relating to data
    • B60W2556/10—Historical data
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2556/00—Input parameters relating to data
    • B60W2556/45—External transmission of data to or from the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2556/00—Input parameters relating to data
    • B60W2556/45—External transmission of data to or from the vehicle
    • B60W2556/50—External transmission of data to or from the vehicle of positioning data, e.g. GPS [Global Positioning System] data

Definitions

  • the invention relates to a method for operating an assistance system of an at least temporarily autonomously operable vehicle for influencing an asleep or awake state of a vehicle occupant of the vehicle who comes into consideration to at least temporarily take over a vehicle guidance function.
  • Corresponding methods for operating an assistance system of a vehicle that can be operated autonomously at least temporarily for influencing an asleep and/or awake state of a vehicle occupant of the vehicle who comes into consideration to at least temporarily take over a vehicle guidance function are basically known from the prior art. It is generally known that autonomous driving or piloted driving of a vehicle allows the actual driver, at least for a short time, to be relieved of performing the vehicle guidance function or to have the vehicle guidance function performed by an assistance system. This is typically the case in the so-called autonomy levels 3 to 5 according to SAE J3016. This means, for example, that a vehicle occupant who is actually intended to be the driver can at least temporarily sleep or perform other activities while the vehicle is in motion.
  • the invention addresses the problem of describing a method which, in particular with regard to a simple and fast as well as effective measure, allows the vehicle occupant the possibility of a sleep phase during the journey and at the same time reduces an accident risk for the vehicle occupant and other road users.
  • the problem is solved by a method for operating an assistance system of an at least temporarily autonomously operable vehicle for influencing an asleep or awake state of a vehicle occupant of the vehicle who comes into consideration to at least temporarily take over a vehicle guidance function according to the present disclosure.
  • the present disclosure also relates to possible embodiments of the method and to a corresponding assistance system.
  • the invention relates to a method for operating an assistance system of an at least temporarily autonomously operable vehicle to influence an asleep or awake state of a vehicle occupant of the vehicle who comes into consideration to at least temporarily take over a vehicle guidance function, comprising the following method steps: (a) detecting the asleep and/or awake state of the vehicle occupant by means of a detection device in order to generate takeover capability information that describes a takeover capability of the vehicle occupant to take over a vehicle guidance function, (b) detecting and/or receiving and/or generating at least one item of destination arrival information that influences a route and/or travel time of the vehicle to arrive at a defined destination, (c) at least temporarily influencing the asleep and/or awake state of the vehicle occupant by means of an influencing device, such that there is a defined minimum takeover capability of the vehicle occupant to transfer a vehicle guidance function to the vehicle occupant for at least a portion of the route and/or travel time at least over a portion of the route and/or travel time, preferably over the majority of the route and/or
  • the vehicle occupant it is made possible for the vehicle occupant to enter an asleep state or to fall asleep at least in sections, but care is taken, for example, to ensure that the vehicle occupant does not enter REM or deep sleep during their sleep phase at least in sections, in particular throughout the entire journey.
  • the capability of the vehicle occupant to take over is given priority over a maximum possible recovery through sleep phases during the journey, i.e., for example, a vehicle occupant is kept in a lighter sleep in order to keep their capability to take over temporally below a defined threshold value (e.g., for their reaction time out of the sleep phase).
  • a defined threshold value e.g., for their reaction time out of the sleep phase.
  • the vehicle occupant of the vehicle who comes into consideration for the vehicle guidance function is the person who is intended to take over the vehicle guidance function from the assistance system in the event of a takeover request.
  • the definition of one of several vehicle occupants as the person to whom the vehicle guidance function is to be transferred in the event of a necessary takeover can be made, for example, before the start of the journey or during the journey.
  • the vehicle occupant responsible for taking over the vehicle guidance function can also be changed by the assistance system, in particular automatically. Information acquired by any detection devices and/or information introduced via input means can be taken into account here.
  • the detection device is set up to detect an asleep and/or awake state of the vehicle occupant and to evaluate and/or process and/or forward this detection information in such a way that takeover capability information relating to the capability of the vehicle occupant to take over a vehicle guidance function is created or generated.
  • the takeover capability information can indicate the time period within which a sleeping vehicle occupant or a vehicle occupant in a wake-up phase is capable of adequately taking over the vehicle guidance function.
  • a detection and/or a receipt and/or a generation of at least one piece of destination arrival information takes place.
  • the destination arrival information has an influence on or comprises information about the route and/or travel time of the vehicle to reach a defined destination. For example, a destination is transferred or input to the assistance system, and a route and/or a travel time for reaching this destination is then determined or calculated.
  • the destination information can also include traffic information, such as accident occurrence and/or traffic situation on the (calculated) route and/or weather information.
  • the vehicle occupant is influenced by the influencing device over a portion of the route and/or travel time, in particular over the majority of the route and/or travel time, in such a way that a defined minimum takeover capability of the vehicle occupant to take over a vehicle guidance function exists for the vehicle occupant for at least a portion of the route and/or travel time.
  • the vehicle occupant is influenced in such a way that their minimum takeover capability to take over a vehicle guidance function is present for the majority of the route and/or travel time, in particular for the entire route and/or travel time to reach the destination.
  • a planning is executed of possible route portions that allow a sleep phase, which allow the vehicle occupant to fall asleep or to sleep within certain or defined route portions.
  • the assistance system provides the vehicle occupant with an offer for sleep options at least in sections or temporarily, depending on the destination arrival information (e.g. traffic situation and/or weather and/or the recovery state of the vehicle occupant).
  • the offer for temporary or section-based sleeping possibilities changes or is adapted during the journey due to a change in the traffic situation and/or due to perceived offers of sleeping possibilities and thus an increase in the takeover capability due to recovery that has already taken place.
  • the minimum takeover capability (a) comprises a time period starting from a takeover signal transmitted to the vehicle occupant until the vehicle occupant takes over or performs the vehicle guidance function.
  • the minimum takeover capability may describe that a takeover of the vehicle guidance function by the sleeping or waking vehicle occupant takes place within a predefined threshold value (time amount) or a time period for achieving a state adequate for vehicle driving.
  • the time period specifies a time interval within which the vehicle occupant has a minimum takeover capability to take over the vehicle guidance function after a wake-up signal or a vehicle takeover signal is emitted.
  • the minimum takeover capability to take over or the time period can describe a maximum time (for example 2 seconds) allowed to the vehicle occupant within which the vehicle occupant has a sufficient capability to take over the vehicle guidance function.
  • the threshold value can change depending on vehicle-occupant-specific circumstances/criteria during the journey. It is possible, for example, that the threshold value is lowered if the vehicle occupant has already performed a sleep phase during the journey and thus has a more recovered basic state, which allows them to be brought more quickly into a state suitable for vehicle guidance in a later and/or more current asleep event.
  • the minimum takeover capability may alternatively or additionally include a minimum takeover capability (i) based on a minimum reaction capability and/or (ii) based on a minimum state of wakefulness and/or (iii) based on a minimum visual capability and/or (iv) based on a minimum of a capability to guide a vehicle.
  • the takeover capability and/or the minimum takeover capability comprises a minimum capability of a reaction time and/or of a wakefulness or an asleep state (i.e., deep sleep less wakefulness than in a light asleep state) and/or a visual capability.
  • the vehicle occupant requires a minimum time after waking up to achieve sufficient visual perception of the traffic situation and/or sufficient visual capability for a state adequate for vehicle guidance.
  • the influencing device can, for example, take into account time-of-day information and/or vehicle-occupant-specific, in particular historical, asleep- and/or awake-state information and/or vehicle-occupant-specific health information for at least temporarily influencing the asleep and/or awake state of the vehicle occupant.
  • the influencing device can perform an influencing of the vehicle occupant depending on the time of day or time-of-day information. For example, it can be provided that if a vehicle occupant “drives into the night”, and thus the risk of deep sleep or REM asleep is increased, they experience a different type of influencing by the influencing device than if they drive in the vehicle in the early morning, well rested.
  • the vehicle-occupant-specific, preferably historical, asleep- and/or awake-state information and/or the vehicle-occupant-specific health information is supplied, in particular manually, by the vehicle occupant and/or by a person differing from the vehicle occupant, in particular manually, via an input device to the influencing device or to an evaluation device operatively connected to the influencing device.
  • a human machine interface also referred to as an HMI interface
  • a vehicle occupant can consciously or unconsciously transmit to the assistance system information relating to the asleep and/or awake state and/or a state of health of this vehicle occupant.
  • a vehicle occupant can use a voice input to tell the assistance system how they last slept and/or what their state of health is before a journey is started or during the journey.
  • the assistance system can use optical and/or haptic and/or thermal and/or acoustic sensors to detect the vehicle occupant themself and/or their behavior within the vehicle (for example, their steering and/or reaction behavior) and can infer their state of being asleep and/or awake and/or their state of health.
  • the vehicle-occupant-specific, in particular historical, asleep- and/or awake-state information can comprise at least one account model in which events occurring over a period of time and influencing the asleep and/or awake state and/or detection results portraying the asleep and/or awake state are taken into account.
  • An account model is to be understood here to be a software and/or an algorithm which makes it possible to receive a multitude of input information supplied in a temporally staggered manner and to issue output information, which considers the historical and/or temporal course, depending on predefined patterns and/or threshold values.
  • the account model can distinguish information over a temporal course and at the same time can consider it additively and subtractively with regard to its influence on the tiredness of the vehicle occupant and/or with regard to its influence on the capability of the vehicle occupant to take over a vehicle guidance function.
  • the input information is weighted before or during its comparison with a threshold value.
  • the weighting of the particular input information can be performed in dependence on the time at which this information was introduced into the system and/or in dependence on the time at which this information was obtained or detected. Specifically, for example, older information regarding the sleep behavior of the vehicle occupant before the start of the journey can be weighted lower than more recent information acquired during the journey, which allows a conclusion to be drawn about the current tiredness of the vehicle occupant.
  • the destination arrival information can, for example, comprise (a) navigation information provided by a navigation system, in particular the route and/or the travel time, and/or (b) traffic information provided by a traffic system regarding the traffic volume, in particular route-specific traffic volume, and/or (c) weather information provided by a weather system, in particular route-specific weather information, and/or (d) vehicle status information provided by a vehicle status system and indicating the current and/or future status of the vehicle and/or (e) environment observation information provided by an environment observation system and relating to the immediate environment of the vehicle, in particular the traffic and/or the road surface, and/or (f) a traffic situation provided by a car-to-car interface or car-to-X interface, in particular specific to the route.
  • Individual or all of the aforementioned information types can describe current and/or future events or conditions.
  • Traffic information may include, for example, the event of an accident and/or a route closure and/or the imminent overtaking of a heavy load.
  • Weather information may include, for example, information about the type and extent of wind conditions and/or sunlight and/or precipitation or rain and/or hail or the like.
  • the vehicle state information may comprise, for example, the technical state of a vehicle component of the vehicle.
  • the vehicle state information may comprise the tire pressure and/or the tire tread and/or the fill level of the fuel tank or the energy store of an at least partially electrically driven vehicle and/or the sound penetration characteristics of the passenger compartment (for example, due to open windows) and/or the state of wear of the engine and/or the temperature of the engine or the engine oil.
  • the vehicle components provided here may have an influence on the acoustic and/or haptic perception of the vehicle for the vehicle occupant located in the passenger compartment.
  • the consideration of these vehicle components can have a direct or indirect influence on the sleeping and/or waking behavior of the vehicle occupant, so that the consideration of these vehicle components is worthy of consideration for the planning of asleep and awake phases carried out by the assistance system and, in particular, the holding or bringing or assisting of a vehicle occupant into a defined sleep phase carried out by the influencing device.
  • the detection device can, for example, detect (a) the asleep and/or awake state of the vehicle occupant and/or (b) the state of health of the vehicle occupant by means of optical and/or haptic and/or thermal and/or acoustic sensors.
  • the detection device may comprise, for example, a signal of the vehicle occupant that can be detected optically and/or haptically and/or thermally and/or acoustically and that is output consciously or unconsciously by the vehicle occupant.
  • acoustic sounds or signals emitted by the vehicle occupant typically during their sleep, such as snoring, and/or thermal signals, such as their body temperature at least in part, can be detected.
  • the influencing device can, for example, perform a temporary influencing that influences the asleep and/or awake state of the vehicle occupant by means of at least one optical and/or haptic and/or acoustic and/or thermal output means.
  • the output means acts on the vehicle occupant in such a way that the output signal or the influencing signal of the at least one output means can be perceived by the vehicle occupant optically and/or haptically and/or acoustically and/or thermally, consciously and/or unconsciously.
  • unconscious perception means that the vehicle occupant would perceive this signal in the awake state and that an unconscious reaction of the vehicle occupant to this signal occurs in the asleep state.
  • the influencing device can also use several output means simultaneously or in a temporally staggered manner in order to achieve an influencing of the vehicle occupant.
  • the influencing, in particular the intensity and/or the strength and/or the duration of the influencing, of the vehicle occupant who comes into consideration to temporarily take over the vehicle guidance function takes place in such a way that this vehicle occupant, at least in sections, in particular completely or over the entire journey, (a) remains in or reaches a weak or medium sleep phase and/or (b) does not reach a REM or deep-sleep phase.
  • a weak or medium sleep phase means a range of sleep or a sleep phase in which the person is neither in an awake state nor in a deep-sleep state.
  • the range of weak or medium sleep phase or weak or medium sleep depth may include a weaker sleep compared to REM or deep sleep and at the same time a more inattentive state compared to an awake state.
  • the sleep phases can be measured and visualized, for example, by deriving electrical voltage fluctuations at the surface of the head by means of electroencephalography (EEG) in different sleep rhythms.
  • EEG electroencephalography
  • sleep can be divided into different stages. According to the frequency and amplitude of these “internal rhythms”, a distinction is generally made between the following stages and the associated waves, wherein the following classification of sleep stages I-IV is known:
  • the light sleep phase can be understood as stage I and thus as light sleep, which occurs shortly after falling asleep.
  • stage II and/or III can characterize a medium sleep or a medium sleep phase.
  • Stage IV forms deep sleep, and therefore the asleep states not “allowed”, or rather prevented by the assistance system preferably comprise sleep stage IV and/or REM asleep at least in sections of the route, preferably over the entire route.
  • the medium sleep phase forms an asleep state of a person in which this person, in comparison to REM sleep and/or to deep sleep, reaches an awake state, in particular a state of attentiveness enabling vehicle takeover, more quickly and/or in a more oriented manner.
  • the route is planned on the basis of the destination arrival information, wherein at least one sleep phase and at least one awake phase and at least one wake-up phase transitioning from the sleep phase to the awake phase are assigned to the route in sections.
  • Suggestions for rest or sleep sections can be output, in particular displayed, to the vehicle occupant depending, for example, on route sections which can be determined or calculated in advance and which require the vehicle guidance function to be transferred from the assistance system to the vehicle occupant, or for which this requirement can be regarded as given to a certain degree of probability.
  • Route and/or speed planning can also be carried out in such a way that the vehicle occupant has the opportunity to sleep at certain times or periods in order on the one hand to preferably arrive at the destination recovered to a certain extent and at the same time always have a minimum takeover capability to take over a section of the route or the entire route.
  • a first sleep phase in a first route section a first sleep phase, and in a further route section different from the first route section a further sleep phase can be permitted or allowed as a maximum deep sleep phase by the influencing device.
  • the vehicle occupant in a first route section, and in a further route section the vehicle occupant can be prevented from entering a medium sleep phase by influencing the vehicle occupant accordingly by means of the influencing device.
  • different degrees of sleep depth can be specified depending on the route section and monitored by the assistance system and executed by means of the influencing device by influencing the vehicle occupant accordingly.
  • At least two different wake-up phases can be assigned to the route, which differ in terms of the intensity and/or strength and/or duration of the influence on the vehicle occupant to be woken up. It is thus possible for a first wake-up phase to be assigned to a first section of the route and for a further wake-up phase to be assigned to a further section of the route, wherein, for example, the duration of the wake-up phase accorded to the vehicle occupant is different.
  • a wake-up phase of different length can act on the vehicle occupant by the influencing device.
  • a wake-up phase of different duration and/or intensity and/or strength of the influence can be carried out by the influencing device.
  • the invention also relates to an assistance system of an at least temporarily operable vehicle for influencing an asleep and/or awake state of a vehicle occupant of the vehicle who comes into consideration to at least temporarily take over a vehicle guidance function, the assistance system being designed to carry out a method described herein.
  • the invention also relates to a vehicle, in particular a motor vehicle, comprising an assistance system described herein.
  • the vehicle is a vehicle driving autonomously at least in phases.
  • FIG. 1 shows a schematic diagram of the method for operating an assistance system of an at least temporarily operable vehicle according to an exemplary embodiment
  • FIG. 2 shows a schematic diagram of a vehicle equipped with an assistance system according to an exemplary embodiment
  • FIGS. 3 a , 3 b , and 3 c show a schematic diagram of different awake and sleep phases proposed by an assistance system for a journey of the same route according to an exemplary embodiment.
  • the method comprises the following method steps: (a) detecting 100 the asleep and/or awake state of the vehicle occupant 3 by means of a detection device 4 for generating 101 takeover capability information 201 describing a takeover capability of the vehicle occupant 3 to take over a vehicle guidance function.
  • the takeover capability information 201 is based here at least on the asleep- and/or awake-state information 200 detected or generated by the detection device 4 .
  • At least one piece of destination arrival information 202 is detected and/or received and/or generated 102 and has an influence on a route 6 and/or on a travel time of the vehicle 2 for reaching a defined destination 7 .
  • the asleep and/or awake state of the vehicle occupant 3 is at least temporarily influenced by means of an influencing device 5 on the basis of the takeover capability information 201 and the destination arrival information 202 , such that there is a defined minimum takeover capability of the vehicle occupant 3 to transfer a vehicle guidance function to the vehicle occupant 3 for at least a portion of the route 6 and/or travel time at least over a portion of the route 6 and/or travel time, preferably over the majority of the route 6 and/or travel time, particularly preferably over the entire route 6 and/or travel time.
  • the minimum takeover capability can, for example, comprise (a) a maximum takeover period starting from a takeover signal (not shown) transmitted or output to the vehicle occupant 3 until the vehicle occupant 3 takes over or performs the vehicle guidance function and/or (b) a minimum capability based on a minimum reaction capability and/or based on a minimum state of wakefulness and/or minimum asleep state and/or based on a minimum visual capability and/or based on a minimum, in particular physical and/or mental, capability for guiding a vehicle.
  • An evaluation device 8 can be used to evaluate the destination arrival information 202 , for example the route 6 still to be traveled and any factors influencing the journey along the route (such as traffic volume and/or vehicle state or the state of individual vehicle units or components) in order to determine control data for actuating the influencing device 5 .
  • the evaluation can, for example, be carried out in such a way that a minimum level of capability or responsiveness, for example a minimum duration of a time period from a takeover request to adequate takeover of the vehicle guidance function by the vehicle occupant, is provided.
  • the influencing device 5 can take into account, for example, time-of-day information and/or vehicle-occupant-specific, in particular historical, sleep- and/or awake-state information 200 and/or vehicle-occupant-specific health information 203 for at least temporarily influencing the sleep and/or awake state of the vehicle occupant 3 .
  • health information 203 may comprise information relating to the health of the vehicle occupant 3 , such as the presence of a chronic or temporary illness, such as a fever.
  • the health information 203 may comprise the taking of a temporary medication and/or a permanent medication.
  • the health information 203 may be used, for example, to enable a more suitable detection of the asleep and/or awake state of the vehicle occupant 3 via the detection device 4 and/or a more suitable interpretation of detected data of the vehicle occupant 3 and/or a more effective influencing of the vehicle occupant 3 by means of the influencing device 5 .
  • this effect of the medicament can be taken into account when evaluating a detected body temperature to obtain asleep- and/or awake-state information 200 and/or to obtain takeover capability information 201 .
  • this information can be taken into account as health information 203 in the determination of the takeover capability information 201 and/or in the control of the influencing device 5 .
  • the health information can also be included in the evaluation of the detected asleep and/or awake state and thus be taken into account in the determination of the takeover capability information 201 .
  • the vehicle-occupant-specific, preferably historical, asleep- and/or awake-state information 200 and/or the vehicle-occupant-specific health information 203 can, for example, be supplied, in particular manually, to the influencing device 5 by the vehicle occupant 3 and/or by a person differing from the vehicle occupant 3 , in particular manually, via an input device 9 or by the detection device 4 .
  • the information of the input device 9 and/or the detection device 4 can be supplied to an evaluation device 8 which is operatively connected to the influencing device 5 .
  • the input device 9 can also be used to introduce destination arrival information 202 or a component of destination arrival information 202 of the influencing device 5 or of an evaluation unit 8 operatively connected to the influencing device 5 .
  • the vehicle-occupant-specific, in particular historical, asleep- and/or awake-state information 200 can, for example, comprise at least one account model (not shown) in which events occurring over a period of time and influencing the asleep and/or awake state and/or detection results portraying the asleep and/or awake state are taken into account.
  • a current and/or a predicted future takeover capability of the vehicle occupant 3 can be determined and/or a minimum takeover capability of the vehicle occupant 3 at a current and/or a future time can be derived.
  • the influencing device 5 can be controlled depending on the destination arrival information 202 , in particular on the route 6 and the traffic situation.
  • the destination information 202 can, for example, comprise (a) navigation information provided by a navigation system (not shown), in particular the route ( 6 ) and/or travel time, and/or (b) traffic information provided by a traffic system regarding the traffic volume, in particular route-specific traffic volume, and/or (c) weather information provided by a weather system, in particular route-specific weather information, and/or (d) vehicle status information provided by a vehicle status system and indicating the current and/or future status of the vehicle, in particular vehicle characteristic values or vehicle operating means, and/or (e) environment observation information provided by an environment observation system 10 , 10 ′ and relating to the immediate environment of the vehicle 2 , in particular the traffic and/or the road surface, and/or (f) a traffic situation provided by a car-to-car interface 11 and/or car-to-X interface, in particular specific to the route.
  • the car-to-car interface 11 can be connected to a further vehicle 19 for data exchange via a data link 20 , in particular a wireless data link 20 .
  • the detection device 4 can, for example, detect the asleep and/or awake state of the vehicle occupant 3 and/or the state of health of the vehicle occupant 3 by means of optical and/or haptic and/or thermal and/or acoustic sensors.
  • the influencing device 5 can, for example, temporarily influence the asleep and/or awake state of the vehicle occupant 3 by means of at least one optical and/or haptic and/or acoustic and/or thermal output means.
  • the output means of the influencing device 5 is designed as a temperature-control element (heating and/or cooling element) installed in particular in or on a vehicle seat and/or in or on an interior ventilation system.
  • the output means can be formed as a vibration element which is arranged or formed in or on a vehicle seat and/or in or on a steering wheel and/or in or on an accelerator pedal and/or in or on an armrest and/or in or on a head and/or neck support.
  • the output means can also be formed alternatively or additionally as a lighting means and/or as a loudspeaker, so that light and/or sound signals can be transmitted to the vehicle occupant.
  • the influencing, in particular the intensity and/or the strength and/or the duration of the influencing, of the vehicle occupant 3 who comes into consideration or is intended to temporarily take over the vehicle guidance function can take place in such a way that this vehicle occupant 3 at least in sections, in particular completely, (a) remains in or reaches a weak or medium sleep phase and/or (b) does not reach a REM or deep-sleep phase or remains there only briefly.
  • the medium sleep phase can describe, for example, an asleep state of a vehicle occupant 3 in which the vehicle occupant 3 enters an awake state, in particular a state of attentiveness enabling vehicle takeover, more quickly and/or in a more oriented manner compared to REM asleep and/or deep sleep.
  • planning of the route 6 can be carried out, wherein at least one sleep phase 12 , 13 and at least one awake phase 14 , 15 and at least one wake-up phase 16 , 17 transitioning from the sleep phase 12 , 13 to the awake phase 14 , 15 are assigned to the route 6 in sections.
  • a wake-up phase 16 , 17 defining or controlling the transition from the sleep phase 12 , 13 to the awake phase 14 , 15 is taken into account or specifically influenced by the assistance system 1 .
  • the wake-up phase 16 , 17 can be designed differently with regard to the influencing of the vehicle occupant 3 by the influencing device 5 during this phase depending on the type and/or scope (for example duration) of the at least one preceding sleep phase 12 , 13 , in particular effectively used by the vehicle occupant 3 , and/or depending on vehicle-occupant-specific information (e.g. state of health, wake-up habits and the like).
  • vehicle-occupant-specific information e.g. state of health, wake-up habits and the like.
  • the fastest possible and/or a predictable wake-up phase 16 , 17 for the vehicle occupant 3 in question, in particular for the vehicle occupant 3 taking over the vehicle guidance function can be made possible by a control of the influencing device 5 adapted to this.
  • At least two different sleep phases 12 , 13 can be assigned in sections to a route 6 leading to a destination 7 or to a selected route 6 , which sleep phases differ in the intensity of the sleep and/or the time it takes to reach a takeover capability for taking over a vehicle guidance function by a vehicle occupant 3 or the effectively necessary wake-up phase 16 , 17 for the vehicle occupant 3 to acquire a sufficient takeover capability for taking over the vehicle guidance function.
  • the length of the phases shown in FIGS. 3 a to 3 c indicate their temporal course. For example, the start time for the journey according to FIG. 3 a is at 07:00 in the morning, i.e.
  • the assistance-system-side planning comprises a major part of awake phases 14 , 15 , since the vehicle occupant 3 initially has no need for sleep, since they start the journey already in a well-rested state.
  • An arrival at the destination 7 can take place in the example according to FIG. 3 a at 11:00, whereby the travel time amounts to a total of 4 hours.
  • the different phases 12 , 13 , 14 , 15 , 16 , 17 are indicated in the figures by different hatching.
  • the awake phases 14 , 15 are visualized by cross-hatching
  • the sleep phases 12 , 13 by slanted hatching with a gradient from the lower left to the upper right
  • the wake-up phases 16 , 17 by slanted hatching with a gradient from the upper left to the lower right.
  • the same route is taken as in the example in FIG. 3 a , but the start of the journey or departure according to FIG. 3 b is at 13 : 00 , after lunch. Due to the previous meal, a sleep phase 12 , in particular a planned one, is provided relatively early after the start of the journey. Due to the lower traffic volume, the destination is reached at 16 : 30 , resulting in a shortened travel time of 3.5 hours compared to the example in FIG. 3 a.
  • the example according to FIG. 3 c also shows a journey along the same route 6 as in the two aforementioned examples (according to FIGS. 3 a and 3 b ), wherein the journey begins at 21 : 00 , and thus after a working day.
  • the vehicle occupant 3 exhibits fatigue due to the late departure time as well as the past exertion of the working day and thus a correspondingly high need for rest.
  • the traffic situation requires a takeover request 18 in order to transfer the guidance of the vehicle to the vehicle occupant 3 . Due to the fatigue or lack of rest of the vehicle occupant 3 , the planned wake-up phase 16 and/or the wake-up phase 16 executed by the assistance system 1 lasts for longer than in the examples of FIGS. 3 a and 3 b .
  • the assistance system 1 can differently design or adapt the type and/or extent (i.e., for example duration) of the subsequent wake-up phase 16 , 17 .
  • the destination 7 is reached at 23:45 in the journey according to the example in FIG. 3 c (journey time: 2.75 hours), since the traffic volume allows correspondingly faster progress than in the aforementioned examples according to FIGS. 3 a and 3 b.
  • At least two different wake-up phases 16 , 17 can be assigned to a route 6 , which differ in their intensity and/or strength and/or duration of the influence on the vehicle occupant 3 to be woken up.
  • the first wake-up phase 16 shown in FIG. 3 b can be kept short in time, since, for example, the vehicle occupant 3 has to take over the vehicle guidance function surprisingly quickly.
  • the second wake-up phase 17 is longer in time than the first wake-up phase 16 in order to allow a gentler wake-up process that is more pleasant for the vehicle occupant.
  • FIGS. 3 a to 3 c thus demonstrate that different conditions can exist during the journey over the same route and that the takeover capability of the vehicle occupant for taking over the journey can be optimized by targeted planning and implementation of (potential) sleep phases.
  • the planning and implementation can be dynamically adjusted, for example, if premise changes such as unplanned takeover requirements occur during the journey.
  • the assistance system acts on the vehicle occupant in such a way that optimal scheduling or planning of REM and non-REM sleep phases is achieved, so that the takeover capability of the driver in the event of a planned takeover is as high as possible.
  • the present disclosure also relates to an assistance system 1 of an at least temporarily operable vehicle 2 for influencing an asleep and/or awake state of a vehicle occupant 3 who comes into consideration to at least temporarily take over a vehicle guidance function, wherein the vehicle 2 is designed to carry out the method described herein.
  • the present disclosure also relates to a vehicle 2 , in particular a motor vehicle, comprising such an assistance system 1 .

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DE102020124896.2A DE102020124896A1 (de) 2020-09-24 2020-09-24 Verfahren zum betreiben eines assistenzsystems eines zumindest temporär autonom betreibbaren fahrzeugs
PCT/EP2021/073870 WO2022063522A1 (de) 2020-09-24 2021-08-30 Verfahren zum betreiben eines assistenzsystems eines zumindest temporär autonom betreibbaren fahrzeugs

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DE102014214777A1 (de) 2014-07-28 2016-01-28 Continental Automotive Gmbh Verfahren zur Interaktion eines Fahrassistenzsystems mit einem Fahrer eines Fahrzeugs
DE102014225680A1 (de) 2014-12-12 2016-06-16 Volkswagen Aktiengesellschaft Verfahren und Vorrichtung zur Übernahmeaufforderung einer Fahraufgabe an den Fahrzeugführer eines Fahrzeugs im Rahmen des automatischen Fahrens des Fahrzeugs
DE102015215079A1 (de) 2015-08-06 2017-02-09 Zf Friedrichshafen Ag Übernahmewarnung bei autonom gesteuertem Kraftfahrzeug
US20180093675A1 (en) * 2016-09-30 2018-04-05 Ford Global Technologies, Llc Wake Alarm For Vehicles With An Autonomous Mode
DE102016224205B4 (de) 2016-12-06 2023-12-21 Robert Bosch Gmbh Verfahren und Vorrichtung zur Beeinflussung einer Einschlafphase oder Schlafphase von Passagieren eines vollautonom betriebenen Kraftfahrzeugs
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